Gas saving device



July l5, 1952 P. R. RowLAND l 2,603,197

GAS sAvING DEVICE Filed March 10, 195o 2 sl-xEETs-SHET 1 Fig.

July 15, 1952 P. R. RowLAND GAS SAVING DEVICE 2 SHEETS-SHEET 2 FiledMarch l0, 1950 Pla/fs R. Row/and INVENToR.

BY au Patented July 15, l1952 UNITED ASTATES PATENT OFFICE GAS sAvmGDEVICE Plais R. Rowland, Manson, Wash. Application March 10, 1950,Serial No. 148.788

8 Claims.

tive burning of unburned fuel that blows past the pistons and also thatwhichis simply exhausted from the engine. l

Another important object of the present invention is to protect theengine oil and also the engine from the deleterious effects toboth, uponunburned fuel diluting the oil, and products of combustion such as'waterand sulphur dioxide mixing with the engine oil to give the samecorrosive properties.

Another important object of this invention is to attain both lubricationof moving parts as Well ras the fuelvalue from oil vapors thatcustomarily wastefullyescape from the crankcase of an internalcombustion engine.

Another important object of this invention is to provide a devicecapable of realizing the foregoing objects, without Aimpairing theperformance characteristics of the engine in the slightest degreeregardless of load orspeed conditions at which the engine is beingoperated.

Afurther important object of the present invention is toprovde anapparatus of this character in accordance with the foregoing objects,

which will be entirely automatic in operation,

rbut-Which may be manually controlled as desired.

` A still further object of this invention is to provide a device ofthis character which may be 'readily attached to conventional internalcombustion engines, particularly tho-se used in automobiles.

A meritorious feature of the present invention resides in the valves andthe means for actuating the same whereby the introduction of fumes intothe carburetor is' controlled.A

Another feature of the present invention resides in the provisionof Vamixing chamber,

wherein vapors from the' cranlrcase and the exhaust are mixedpreparatory to the introduction .fofthe same into the carburetor.

A final important feature .to be specically kenumerated herein residesin the details of construction ofthe device, whereby the same may bevreadilyfand. 'inexpensively manufactured, and yet V.

be durable and eiicient for the purposes intended.

These, together with various ancillary features and objects of theinvention which will later become apparent as the following descriptionproceeds, are attained by the present invention, a preferred embodimentof which has been illustrated by way ofiexample only in the accompanyingdrawings, wherein:

Figure 1 is a side elevational view of the present invention, showingthe same used with an automotive internal combustion engine, the portiononly of the automobile being shown in section;

Figure 2 is a top plan view of the invention as shown in Figure l, withportions being broken away;

Figure 3 is aside elevational view of the mixing chamber, the same beingshown partially in vertical section;

Figure 4 is a vertical sectional view of the push rod, the portion ofthe means for actuating the same being shown in dotted outline; and

Figure 5 is a vertical sectional view of the thermal actuated valve.

Reference is now made more specifically to the accompanying drawings,wherein like numerals designate similar parts throughout the variousviews, and in which a conventional automotive internal combustion engineis designated generally at l0. f y y The engine l0 includes a carburetorl2 vwhich feeds combustible mixtures into anintake manif fold i4 for theintroduction of fuel into the combustion chambers, not shown, within theengine I0. The engine lil further conventionally includes an exhaustmanifold I6 which receives combustion products from the engine -I anddelivers the same through an exhaust pipe IB to an exhaust muffler 20. Ycludes a crankcase 22, the interiorgof which is in Acommunication with abreathing or filling pipe 24 Verally'at 34 and which is formed,as bestshown `in Figure 3, of'a housing-36 that yis open at its upper end andprovided with a removable cap The engine I0 further inv 38. The upperend of the casing 36 is internally threaded as 40 to threadingly receivea perforated bracket 42, which bracket 42 is provided with an internallythreaded opening for threadingly receiving the lower end of the securingbolt 44. The bolt 44 slidably extends through an opening in the cover 38and is provided at its upper end with a handle 46 for turning the bolt44, the bolt 44 being provided with a retaining ring 48 secured thereonfor urging the cap 38 toward the casing 36. In order to prevent leakagebetween the cap 38 and the casing 36, the periphery of the cap 38 isprovided with a flange 60 embracing the upper end of the casing 36'and asealing gasket 52y is disposed between the cap transverse recess |02 inthe body 96 intersects the passage 68 and has slidable therein a valve|04 to which is connected a valve stem |06. Sealing means |08 includinga bushing IIO are provided about the valve stem |06 and the upper end ofthe valve stem |06 is provided with a stop collar II2, and the valve |04is normally urged into the position opening the passage 88 by means oi acoiled compression spring II4 embracing the valve stem |06 and seatedbetween the collar II2 in the bushing |I0, the arrangement being suchthat the valve |04 is normally urged into the 38 and the casing 36.Filtering material such as i steel wool 54 is disposed within theycasing 36 below the bracket 42, and the casing 36 is provided withoppositely extending inlet nipples 56 and 58 adjacent the lower end ofthe casing 36,

which nipples are in communication with an outlet nipple 68 adjacent theupper end of the casing V36.

Communication is "provided between the breather pipe 24 and thecrankcase and the interior of the casing 36 by/means of a conduit 62connected between the breather pipe 24 and the nipples 56, and a controlvalve 64 is provided in the conduit l62. In an analogous mannercommunication is provided between the interior of the muiiler and thecasing 36 by means of a conduit 66 communicating therebetween andconnected to the nipple 58, and which conduit 66 is provided with acontrol valve 68.

Indicated at 18 is a vacuum conduit that is in communication with theinterior of the carburetor I2, and which conduit 10 is operativelyconnected to a vacuum actuated device such as windshield wipers, notshown. Communication is provided between the interiors of the casing 36and the conduit 10 by means of a conduit 12 that has disposed therein athermally actuated control valve 14 and a push valve 16.

The thermally actuated valve 14 is shown in detail in Figure 5 andcomprises a housing 18 that is closed at'opposite ends by couplings 80that are connected into the conduit 12. A valve stem 82 attached to avalve 84 is disposed within the housing 18, the valve 84 being disposedto seat. in a valve seat opening 86 provided in a transverse partitionl88 so as to close communication between the opposite ends of thehousing 18. A thermally responsive element such as a copper coil 90 isdisposed within the housing 18 and `has one end secured to the valvestem 82 and the other end secured to one of the couplings 80, thearrangement being such that a rise in temperature above a predeterminedamount will cause the coil 80 to expand and through the valve stem 82 tounseat and operi the valve 84. The valve stem 82- is guided in itslongitudinal movement by being slidably received through an openingprovided in a transverse guide bracket 92 disposed between the valve 84and the coil 30. The valve 14 is held in heat exchange relationship withthe exhaust manifold I 6 by means of a supporting bracket 94 so that thevalve 14 will open upon the exhaust manifold I6 rising above apredetermined temperature. y n

The push valve 16 is shown in detail in Figure 4 and comprises a bodysection 96 having a passage 98 therethrough, which passage 98 extendsthrough oppositely extending nipples |00 for open position but is closedupon downward pressure on the collar ||2.

Means is provided to progressively close the valve |04 upon the throttlesetting of the carburetor I2 being reduced to idling position. Indicatedat II6 is a throttle rod for actuating the throttle, not shown, of thecarburetor I2, which it will be understood is moved vertically throughthe Yaction of a bell crank II8 and a rod |20 that is controlled throughthe gas feed pedal, not shown, in the drivers compartment of thevehicle. A laterally projecting linger |22 is adjustably positioned onthe .throttle rod II6 by a split clamp |24, which finger I22 is disposedabove the collar I I2 of the valve v16 so that upon downward movement ofthe throttle rod II6 the iinger |22 will depress the collar |I2 to closethe valve 16, it being readily apparent from Figure 1 that the throttlerod `I I6 moves downwardly upon the throttle of carburetor I2 beingmoved to idling position.

In addition, manual means are provided for closing the valve 16 whichincludes a control rod |26 slidably extending through the fire wall 28and the instrument panel 32, the end of the rod |26 adjacent theinstrument panel 32 being provided with a knob |28 whereby the same maybe shifted longitudinally by the operator of the vehicle. An actuatinglever |30 is pivoted intermediate its ends as at; |32 and has one endpivotally secured to the end of the rod |26 remote from the knob |28,whereby pivotal movement of the lever |30 may be caused by manipulationof the knob |28. The 'end of the lever |30 remote from the end pivotedto the rod |26 is bent as at |34 for engagement with the stop co'llarI`|2, the arrangement 'being such that when the operator of the vehiclepulls inwardly on thc knob |28 the lever |30 acts/to close the valve 16,but when the knob '|28 is moved forwardly from the vehicle operatorsposition the valve |30 pivots to a position permitting Athe valve 16 toopen under the action' of' the spring II4.

The operation of the present invention will be readily understood. Whenthe engine I0 is being operated ,the pressure prevailing within theintake manifold I6, vthe'carburetor l2 and the vacuum conduit 10 will bebelow atmospheric pressure, while on the other'hand 'the pressureprevailing in the muiller 20 `and the breather pipe 24 will be aboveatmospheric, so that there will be a tendency at 4all times duringengine operation for vaporscto pass through both theV conduits 62 and 66to the mixing Achamber 34 and thence through'the conduit j12 to thevacuum conduit 10 and on. in through the carburetor I2 to the intake`manifold I6. lSince the composition of the vapors in the muiiler 20 andin the crankcase will be materially diiierent, the valves'64 and 68.havebeen: provided so that the proportion of iiow in the conduits '62 and66may lbe controlled.'` The proportioned flowsfof vapor 'from the conduits62 "and '66 are intimately mixed in the mixing chamber 34 and filtertherein, whereupon the mixed vapors flow therefrom subject to thecontrol ofthe valves 14 and 16 to the carburetor I2. The valve 14functions to prevent-the passage of vapors in the conduit 12 when theengine I0 isvcold as upon starting, since one of the effects of theadmission of vapors to vthe engine through the conduit 12 is to lean themixture within the carburetor I2 and the intake manifold I4, and in viewof the further fact that the vapors within the crankcase wouldbe verylean due tothe cold oil temperature and that therefore the performanceof the engine i is not impaired in the slightest degree by theattachment forming the subject matter of this invention during starting,whereas as soon as the engine l0 has warmed up sufiiciently to actuatethe Valve 14 into the open position, all the beneficial effects of thepresent invention may be realized to their fullest extent.

The function of the finger |22 carried by the throttle rod HB inconjunction with the valve 16 is to prevent the flow of vapor throughthe conduit 12 during periods in which the engine l0 is being idled. Itwill be understood that the manual means provided for control of thevalve is not only a value to the operator of the engine in the sensethat he may stop the operation of the present invention, but since theflow of vapor in the conduit 12 tends to increase the pressure withinthe Vacuum conduit 10, such manual control is important in that theoperator :may adjustably reduce the iiow of vapor through the conduit 12so that vacuum actuated devices dependent upon the pressure differentialexisting between the vacuum conduit 10 and the atmosphere may beeffectively actuated.

From the foregoing, the construction and operation of the device will bereadily understood and further explanation is believed to beunnecessary. However, since numerous modiiications and changes willreadily occur to those skilled in the art after a consideration of theforegoing specification and accompanying drawings, it is not desired tolimit the invention to the exact construction shown and described, butall suitable modications and equivalents may be resorted to, fallingwithin the scope of the appended claims.

Having described the claimed as new is:

1. In an internal combustion engine having an intake manifold and acarburetor for controlling the admission of combustible mixturesthereinto and also including a crankcase and an exhaust, the combinationwith means for introducing vapors from the crankcase and also theexhaust into the intake manifold, means for proportioning the iiow ofvapors introduced into the intake manifold from the crankcase and theexhaust, means for mixing and also filtering the vapors introduced bysaid first means preparatory to introducing the same into the intakemanifold, means responsive to the temperature of the engine forcontrolling the total flow of vapors introduced into the intake manifoldby said first means, further means responsive to actuation of thecarburetor for controlling the total flow of vapors introduced into theintake manifold by said first means.

2. In an internal combustion engine having an intake manifold and acarburetor for controlling the admission of combustible-mixturesthereinto and alsoincluding a crankcase and an exhaust manifold, thecombination with means for ininvention. what is .troducing vapors fromvthe crankcase and also lmeans responsive to the actuation of thecarburetor for controlling the flow of vapors introduced by the firstmentioned means into the intake manifold.

3. In an internal combustion engine having an intake manifold .andv anexhaust manifold, a carburetor for controlling the admission ofcombustible mixtures into the intake manifold, the combination withmeans for introducing vapor from the exhaust manifold into the intakemanifold, means responsive to the temperature of the exhaust manifoldfor controlling the iiow of vapor from the exhaust manifold to theintake manifold by the first mentioned means, and means responsive toactuation of the carburetor for controlling the flow of vapor from theexhaust manifold to the intake manifold by the first mentioned means.

4. In combination with an internal combustion engine having acarburetor, a crankcase and an exhaust; an improvement comprising amixing chamber, a first conduit communicating between the crankcase andthe chamber and a control valve therefor, a second conduit communicatingbetween the exhaust and the chamber and a control valve therefor, athird conduit communicating between the chamber and the carburetor, avalve in the third conduit, said last mentioned valve being responsiveto a predetermined engine exhaust temperature to open said l thirdconduit.

5. In combination with an internal combustion engine having acarburetor, a crankcase and an exhaust; an improvement comprising amixing chamber, a iirst conduit communicating between the crankcase andthe chamber and a control valve therefor, a second conduit communicatingbetween the exhaust and the chamber and a control valve therefor, athird conduit communicating between the chamber and the carburetor, asecond Valve in said third conduit, said second valve being responsiveto actuation of the carburetor to open the third conduit.

6. In combination with an internal combustion engine having acarburetor, a crankcase and an exhaust; an improvement comprising amixing chamber, a first conduit communicating between the crankcase andthe chamber and a control valve therefor, a second conduit communicatingbetween the exhaust and the chamber and a control valve therefor, athird conduit communicating between the chamber and the carburetor, aValve in the third conduit, said lastl mentioned valve being responsiveto a predetermined engine exhaust temperature to open said thirdconduit, a second valve in said third conduit, said second valve beingresponsive to actuation of the carburetor to open the third conduit.

'1. The combination of claim 6 including means for manually actuatingsaid second valve.

8. A fuel saving attachment for use with internal combustion engines ofthe type that include a carburetor, a crankcase and exhaust comprising;a mixing chamber and porous medium therein, a first conduitcommunicating with vvthe chamberhaving a control valve therefor and 7may be had with the exhaust, la third conduit REFERENCESCITEDcommunicating with the chamber and with which The 'following referencesare ,of record m the communication may be had with the carburetor, me ofthis atent; a rst valve in Asaid third conduit and thermally 'presponsive means for-actuating the same, a. sec'- 5 UNrTED STATESPATENTS ond valve in said third conduit, means for man- Number Name Dateually actuating said second valve, and further 1,432,751 Hallett Oct.24, 1922 means for actuating the second valve in response 1,511,493Barnum Oct. 14, 1924 to actuation of the carburetor. 1,533,775 ThomasApr. 14, 1925 `10 1,685,598 Davis Sept. 25, 1928 PLAIS RROWLAND1,686,737 Denning oct. 9. 1928 1,714,156 Broncato May 21. '1929

